Train-control system



E. C. VRUMAN. TRAIN CONTROL SYSTEM. APPLICATION FILED AUG.4, 1920.

1,372,377, Patented Mar. 22, 1921..

2 SHEETS-SHEET l.

: mlill hjlllllm E. C. VHOMAN. TRAIN CONTROL SYSTEM. APPLICATION FILED AUG.4I I920. 1,372,377, Patented Mar. 22, 1921.

2 SHEETS-SHEET 2.

UNITED STATES PATENT OFFICE.

ERWIN G. VROMAN, OF WATERTOWN, NEW YORK, ASSIGNOR TO THE NEW YORK AIR. BRAKE COMPANY, A CORPORATION OF NEW YORK.

TRAIN CONTROL SYSTEM.

Specification of Letters Patent.

Patented Mar. 22, 1921.

To all whom it may concern Be it known that I, Enwm C. VROMAN, a citizen of the United States, residing at Watertown, in the county of Jefferson and State of New York, have invented certain new and useful Improvements in Train-Control Systems, of which the following is a specification.

This invention relates to inductive apparatus for electrically actuating, or controlling signals, and safety stop devices on moving trains by means of electric mechanism on or near the track.

The present application relates to a modified embodiment of the mechanism described in my prior application No. 375,100 filed' April 19, 1920, and shows a device capable both of caution and stop functions. No claim is here made to the general operative principles, the present application being di-.

rected to an installation embodying independently operable caution and stop mechanisms and to a reversing mechanism designed to bring the caution and stop mechanisms carried by the train, into proper relation with the caution and stop circuits mounted on the track whether the train equipped with the device be headed in one direction or the other.

Before specifically describing the mechanism, I shall outline the general operative principle on which the controlling device works. The control mechanism is actuated by an induced current which is generated in a secondary winding by the sudden increase in flux density of a field created by a primary winding, when thereluctance of the magnetic circuit is suddenly reduced.

In the preferred embodiment the train carries a soft iron core having a long air gap between its opposite poles. This core carries two windings. One is a primary winding constantly excited by a relatively heavy current. The other is a secondary or impulse winding which is in circuit with a relay and is constantly excited by a relatively small current whose purpose is to fix the normal condition of the relay. The windings are opposed to each other and the flux produced by the main winding strongly predominates. Consequently, the total resultant flux is in the direction of the flux produced by the main winding. A sudden increase in this resultant fiux will induce a momentary reverse current or impulse in the secondary winding sufficient to actuate the relay. This sudden increase in flux is secured by placing a soft iron armature on the track in such position that it will bridge the poles of the core on the train as the train passes, and hence will reduce the reluctance of the magnetic circuit. To prevent, when desired, such action by the armature, the latter is provided with windings included in a controllable circuit. When excited these windings oppose the resultant flux in the core so that the armature has no effect.

In the structure illustrated in the present application two devices of this general character are used, one being placed on each side of the train and track. One of these is related to a stop mechanism which for purposes .of illustration is shown as a magnetic valve controlling a brake applying device. With this magnetic valve is associated a signal lamp' which lights when the stop mechanism operates and serves to indicate danger. The other control device is substantially identical, but instead of operating a magnet valve, it serves to light a second slgnal lamp. termed the caution signal, and at the same time rings a caution bell.

The impulse and relay windings carried by the train are reversed with reference to the track cores and windings by the reverse heading of the train upon the track and accordingly I provide a reversing switch, be tween the relays and these primary and secondary windings, which permits the reversal of the relation of the relays to the primary and secondary windings to establish the desired relation with the track windings.

In the drawings, I have used so far as possible, the same reference numerals as are used in my 'prior application above identified to indicate corresponding parts. Since there are two such mechanisms in the pres ent embodiment, 'I have used the letter 'S to distinguish parts permanently identified with the safety stop function and the letter C to distinguish parts permanently identified with the caution function. Since the primary and secondary windings and their cores are duplicated but are interchangeable in their functions between stop and cantion, I distinguish parts of the two sets by the letters A and B. Since there are two rows of contacts in the reversing switch, one for normal and the other for reverse position of the train on the track, I distin- 5B pass between the wheel form guish these contacts by the letters N and R respectively. These conventions are fol lowed throughout the drawings.

Inthe drawings Figure 1 is a diagram of the complete installation.

Fig. 2 shows a modification of the forms of the track and train cores.

Fig. 3 is a side elevation of a truck equipped with'track and train cores such as illustrated in Fig. 1.

Fig. 4 is a vertical section of the magnet valve.

Fig. 5 is a plan view of an engineers brake valve with an actuating motor applied, the cylinder of the actuating motor being shown in section.

Fig. 6 is an elevation of the reversing switch, part of the casing being broken away to show the internal construction, and FFig. 7 is a section on the line 77 of FVheels of a car or locomotive are shown at 1, truck or locomotive frames at 2 and the track rails at 3. Each such frame carries a corresponding soft iron core 4A, 413, formed with downward extensions 5A, 58 respectively. The cores and their downward extensions are substantially in a vertical plane passing through the axis of the wheels 1.

Each track rail 3 carries a soft iron armature 68, 6C formed with forked upward extensions 7S, 70, one or both of such armatures being located at each point on the line where the train carried apparatus is to be actuated. Where the system is used in conjunction with block, or other roadside signals, a pair of armatures 78, 7C would be located at or near each such signaL and would be connected to become effective on the train carried apparatus in the stop and caution positions respectively.

The cores and armatures above described are so dimensioned that extensions 5A and arms of forked extensions 7S, as the train moves along the track, so that at the moment of passage.

two magnetic circuits of relatively low reluctance will be offered.

In the construction shown a frame and parts of each magnetic circuit. At other positions of the train on the track the/portions of the magnetic circuit carried by the train are characterized by high reluctance because of the long air gap.

Fig. 3 shows these parts in side elevation and indicates that the extremities of the armature and core are elongated in the direction of movement of the train, to increase the period of interaction. Fig. 2 shows a modification in which the forked extension is on the core 4A and the single extension on the armature 6S. Various arrangements may be adopted to preclude the retention of bered 21AR,

snow and ice. The use of the wheels and frames as parts of the magnetic circuits avoids a double air gap but other arrangements are possible.

The armatures 6S, 6C carry suitable windings 8S, 8C each in circuit with a correspondingbattery 98, 90, such circuits being individually controlled by switches 108, 10G. These switches may be variously controlled but ordinarily would be connected to be operated by or simultaneously with some roadside si 'nal in such manner that switch 108 would be opened when the signal moved to stop position and switch 100 would be opened when the signal moved to caution" position each switch being closed in all other positions of the signal.

The train carries a battery 11 consisting preferably of secondary cells. I have successfully used a twelve cell Edison battery. taking the current for the main circuits from all twelve cells, and taking the current for the impulse or inductive circuit from one end cell 11E of the same battery. To clarify the diagram I show the cell 11E spaced from the others.

ince the circuits now to be described are all controlled by the reversing switch reference should be made to Figs. 6 and 7 in order that its construction may be understood before examining the connections diagrammed in Fig. l. The switch is inclosed in a casing 45 and is actuated by a handle which is connected to shaft 47. Shaft 47 carries a drum 48 of insulating material in which are bedded a number of contactor strips 49 of conducting material one for each set of contacts, and each insulated from all theothers. Each set of coacting elements comprises three brushes of which those num- 21C and 21BN are a typical set. In the position shown in Fig. 7, one strip 49 is connecting brushes 21C and 21B N. In the opposite limiting position it would connect 21AR and 21C and in an intermediate position would interrupt connections between the three brushes. Ten sets of brushes are shown and corresponding brushes of the different sets in rows and are carried on the bars 50. 51 and 52 each formed of insulating material.

The effect of the switch is simultaneously to change ten electrical connections. Referring to Fig. 1 the intermediate row of brushes will be recognized by the brush 21C at its left end, the up er row may be identified by the brush 21 R and the lower row by the brush 21BN. The first seven brushes of the upper row are connected in reverse order to the first seven brushes of the lower row. For example 21AR is connected to 21AN and 19AR to 19AN, etc. The throwing of the switch between its limiting positions thus effects a reversal of connections with the middle row of brushes, and, as will are arranged be explained, interchanges the sets of windings at opposite sides of the train. The remaining three brushes in each row control connections of which reversal is not desired, and hencethe brushes are connected straight across (24R to 24N, etc.) These last mentioned brushes function to interrupt the circuit in the intermediate or neutral position of the reversing switch. Otherwise these connections need not pass through the reversing switch at all for the connections are the same in both the circuit-closing positions of the switch.

Assume the reversing switch in normal position. From the positive terminal of battery 11, 2'; e., from the positive terminal of cell 11E a circuit leads to brush 12, to brush 12N (via contact stri 49). From here the circuit branches. T e first branch leads through primary winding 13A on core 4A, thence to brush 14AN through a contact strip 49 to brush 148 to relay windings 15S to junction 17 which 'is connected through brush 18N by contact strip 49 and brush 18 to the negative pole of battery 11. The second branch goes from brush 12N through primary winding 1313 on core 4B thence to brush 14BN through a' separate contact strip 49, brush 14C to relay winding 15C and joins the first branch at junction 17. The reversal of the reversing switch would interchange windings 13A and 13B, putting 13Ain series with 150 and 13B in series with 158 but would not affect the polarity of the field created by any winding. I

Still assuming the reversing switch in normal position, the secondary or impulse circuits lead as follows :--from positive terminal of cell 11E branching to two brushes 19. One branch circuit leads through a contactor 49 to brush 19AN to impulse winding 20A to brush 21AN, by a contactor 49 to brush 21S to relay winding 228 to brush 23N, via a contactor 49 to brush 23 to negative terminal of cell 11E. The second branch circuit leads through a contactor 49 to brush 19BN to impulse winding 2013 to brush'fll BN, by a contactor 49 to brush 21C to relay winding 22C, to brush 23N where it rejoins the first'branch.

While I prefer to take the current for the impulse circuits just described from one cell 11E of the battery 11, it is obvious that this 'is merely a convenient way of securing relatively. low voltage current. The clrcuits through the impulse coils and their asso ciated relays being electrically independent of the primary circuit (except inductively) any suitable current source may be used and I do not limit myself-to the use of a part of the main battery.

The reversal of the reversing switch would interchange windings 20A and 20B, putting 20A in series with 22C and 2013 in series with 228, but would not aifect the polarity of the field created by any winding. 1 In both circuit closing positions of the reversing switch the fields set up by windings 13A and 1313. respectively oppose and overpower the fields set up b windings 20A and 20B, and the resultant elds are in turn individually opposed in the desired degree by the fields set up by windings 8S and 8C.

The remaining circuits are those which actuate the brake control and signal devices. They are preferably'energized by the battery 11 and are controlled by the relays whose windings 15S, 15C, 22S and 220 have already been mentioned. These circuits are thesame in both circuit-closing positions of the reversing switch.

I One circuit starts from the positive terminal of cell 11E to brush 24, thence by a contactor 49 to brush 24N or 24R. Here the circuit branches. The first branch leads to movable relay armature 25S controlled by the relay winding 15S. Whenever this winding is energized, as it is in the normal condition of the system, armature 25S contacts with fixed contact 268 electrically connected to armature 27S controlled by relay winding 22S. If armature 25S falls it contacts with fixed contact 60S. The armature 275 contacts alternately with two opposed contacts 28S and 29S. 'Its normal position is against contact 28S and it is so retained as long as winding 298 is energized. The momentary denergization of winding 22S or reversal of current flow therein will cause armature 27 S to drop into contact with'29S and remain there until reset by hand.

ContactsGOS and 298 are connected by wire 305 to a si 111 lamp or any equivalent signal device 31%, which in turn is connected by wire 32 to junction 17, and hence to the negative terminal of battery 11. Contact 28S is connected by wire 338 to windstruction is shown in Fig. 4. When. the

windings 34S are ener ized .the armature 53 is drawn down and orces valve f35 to-its seat. The valve 35 controls the flow-2 of pressure fluid from any suitable .souree,

such as the main reservoir 37 of the brake system to'a pressure motor 38. This motor is mounted on the engineers brake valve 40 j and is geared to the handle 39 to move the same to. service application.

One such device with which I am familiar is shown in Fig. 5. Here the motor 38 consists of a cylinder 54 with free piston 55. The piston 55 abuts against the rod 56 and through this rod serves to move a rack 57.

' stop or caution other armatures would be The rack meshes with sector gear 58 on handle 39. The parts are so proportioned as permit the piston to move the engineers brakevalve to'service application position. This construction permits the engineer to give a further manual movement to the handle for emergency stop at his discretion and allows the piston 55 to stand at-rest in the ordinary manipulation of the brake valve.

Leakage past the piston relieves the motorof pressure'when valve 35 is closed.

The stop valve 41, normally sealed open permits the motor. 38 to be rendered inoperative on proper occasion.

The second branch circuit mentioned as leading from brushes 24N and 24R runs as follows :to relay armature 25C, fixed contact 26C, to relay armature 27C. In the normal condition windings 15C and 22C are both energized and armatures 25C and 27 C are both held up. This-connects the armatures in series through contact 260, but holds the circuit open because 28C ismerely a stop. The lower contacts 60C and 296 are both connected to wire 30C, so that if either relay winding 15C or 22C is deenergized armature 25C or 276 will fall and complete a'circuitthrough contact 60C or 29C, wire 30C, caution lamp or other equivalent signal 31C and caution. bell 42C (connected in parallel) and thenceby-wire 32 to junction 17 which is connected to the ne ative terminal of battery 11. Armature 27% must be reset manually.

Consider thereversing switch in normal position and the arts in the condition shown in Fig. 1. Kmatures 25S and 270' are both up, closing the circuit through battery 11. and magnet valve winding 34S. Valve 35 is held closed; motor 38 is inert; lamp 318 is out. Armatures 25C and 270 are both up. Iiaa np 31C is out; bell 42C is silent. Windings 13A and 20A are ener- -gized and opposing each other, as are windings 13B and 20 I Suppose .the'train passes a signal set at such signal being connected to open the switches 10S or 10C respectively in these two ositions. The corresponding winding' 8 or 80 would be inert. At the moment of assage of. cores 4A, 43 past armatures 6 6C one or the inert. The resulting increase in magnetic flux in either 4A or 43, (as the case may he) would 'induce a momentary reverse current in the corresponding winding 20A or 20B. This would cause the corresponding armature 278 or 27C to drop. In one case lamp 31S would light and the brakes would be applied. In the other case lamp 310 would light and bell 420 would ring. Normal conditions can be restored'by resetting the fallen armature.

But in clear position of the signal both switch 108 and switch 10C are closed. VVindings 8S and 8C and batteries 9S and 9C are so chosen that armatures 6S and 6C exert practically no effect on the reluctance of the train-carried magnetic circuits defined by the cores 4A, 4B and the frames and wheels because of the opposing fields setup by windings 8S and 8C when the switches 108, 10G are closed. Hence the armatures 27S and 27C remain up because no reverse current is generated to release them.

If the train is headed in the reverse direction on the track, the reversal of the reversing switch will interchange the primary and impulse coils of the two sets distinguished by the letters A and B associating the A coils with the caution mechanism and the B coils with the stop mechanism. Obviously this has the effect of establishing the correct relation between the relays on the train and the armature windings on the track.

The signals and the brake applying device are shown for purposes of illustration and no limitation as is implied by such illustration. While use in conjunction with roadside signals is contemplated, it is obvious that directcontrol of switches 10S and 10C will permit the elimination of all roadside signals where it is considered expedient.

Having thus described I claim is 1. In a train control system, the combination with the train and track, of two traincarried electromagnets, each having an impulse winding; two track-mounted electromagnets, each capable of affecting the reluctance of either train-carried electro-magnet at the moment of passage of the train, according to the direction of heading of the train, and according to the condition of excitation of the track-mounted electromagnets; means for controlling the excitation oi each track-mounted electromagnet; traincarried caution and stop devices; a source of electric current for said caution and stop devices and for said electromagnets; and a reversing switch serving to connect the caution device at will with the impulse winding of either train-carried electromagnet and serving simultaneously to connect the stop device tothe impulse winding of the other train-carried electromagnet.

In a train control system, the combination with the train and track, of two traincarried electromagnets, each having an impulse winding; two track-mounted electromagnets, each capable of aifecting the reluctance of either train-carried electromagnet at the moment of passage of the train. according to the direction of heading of the train. and according to the condition of excitation of the track-mounted electromagmy invention, what to specific form or type 1 brake-applying device; a source of current. for actuating said signal and brake-apply ing device, and for energizing said tramcarried electromagnets; and a reversing switch serving to connect said caution signal at will with the impulse winding of either train-carried electromagnet and serving simultaneously to connect said brake-applying device to the impulse winding of the other train-carried electromagnet.

3. In a train control system, the combination with the train and track, of two traincarried electromagnets each having an exciting winding and an impulse winding; two track-mounted electromagnets, each capable of affecting the reluctance of either traincarried electromagnet at the moment .of passage of the train according to the direction of heading of the train and the condition-of excitation of the track-mounted electromagnet; means for controlling the excitation of each track-mounted electromagneit; traincarried caution and stop devices; a source of current for said caution and stop devices and said electromagnets; and a reversing switch serving to connect the caution device at; will in operative relation with the exciting and impulse windings of either train-carried electromagnet, and serving simultaneously to connect the stop device in operative relation with the exciting and impulse windings of the other train-carried electromagnet.

4. Ina train control system, the combintion with the train and track, of two trainca'rried electromagnets, each having an exciting winding and an impulse winding; two track-mounted electromagnets, each capable of affecting the reluctance of either train-carried electromagnet at the moment of passageof the train according to the direction of heading otthe train and the condition of excitation of the track-mounted electromagnet; means for controlling the excitation of each track-mounted elec ro-.

magnet; a train-carried caution signal; a train-carried brake-applying device; -a source of current for actuating said signal and brake-applying device, and for energizing said train-carried magnets; and a re versing switch serving to connect said caution signal in operative relation with the exciting and impulse windings of either traincarried electromagnet, and serving simultaneously to connect said brake-applying device in operative relation with the exciting and impulse windings of the other train-.

carried electromagnet.

5. In a train control system, the combination with the train and track, oftwo traincarried electromagnets, each having an ex citing wlnding and an impulse winding; tw track-mounted electromagnets, each capable of affecting the reluctance of either train-carried electromagnet at the moment of passage ofthe train, according to the di-- impulse windings respectively, of either train-carried electromagnet, and serving simultaneously to connect the windings of the relay switches of the stop device respectively, with the exciting and impulse windings of the other train-carried electromagnet.

6. In a train control system, the comb-ination with the train and track of two traincarried electromagnets, each having an exciting winding andan impulse winding; two track-mounted electromagnets, each capable of aifecting-the reluctance of either train-carried electromagnet at the moment of passage of the train, according to the di rection of-headin of the train, and the condition of excitation of the track-mounted electromagnet; means for controlling/the excitation of each track-mounted electromagnet; a train-carried caution signal including two relay-switches with their switch elements connected in series; a train-carried brake-applying device including two relay switches withtheir switch elements connected in series; a source of current for actuat ing said signal and brake-applying device, and for energizing said train-carried electromagnets; and a reversing switch serving to connect the windings of the relays forming part of the caution signal at will with the exciting and impulse windings respectively, of either train-carried electromagnet, and serving simultaneously to connect the windings of the relay switches forming part of the brake-applying device with the exciting and impulse windings respectively, of the other train-carried electromagnet.

7. In a train control system, the combination with the train and track of two traincarried electromagnets, each having an impulse winding; two traok-mounted electromagnets, each capable of affecting the reluctance of either train-carried electromagnet the moment of passage of the train, according to the direction of heading of the train and according to the condition of excitation of the track-mounted electromagnets; means for controlling the excitation of each traclcmounted electromagnet; traincarried caution and stop devices; a source of electric current for said caution and stop devices, and for exciting said electromagnets and means for interchanging the impulse windlings of the two train-carried electromagnets whereby one may be operatively associated with either the caution or the stop device, and the other simultaneously associated with the other device.

8. In a train control system, the combination with the train and track of two traincarried electromagnets each including exciting windings and impulse windings; two track-mounted electromagnets, each capable of affecting the reluctance of either traincarried electromagnet at the moment ofv passage of the train according to the direction of heading of the train, and according to the have signed my 

